My lead arrived the other day and I connected up my 2010 R (with Leo Vince cans) for the 1st time. In the test section, I noticed the manifold air pressure differs between cylinder 1 and 2. When the engine is running cylinder1 reads 339hPa compared to 398hPa for cylinder2. (when ignition on/engine not running cylinder 1 reads 1004hpa while cylinder 2 reads 1015hPa). Is this normal????? (there is a noticable difference in pressure when you hold your hand up to the end of each exhaust)

I haven't paid a lot of attention to this thread, but doing a little skimming has me thinking. I'm pretty happy with the EFI on my 990R and really interested in EFI for my Super Enduro. Does anyone know if there is enough tuning flexibility to put a 990 EFI system on a 950 engine? It looks like most of the necessary parts would transfer over from any 990, but the wiring harness could be tricky. The closest I have found so far is the 990 SMT/SMR harness that puts the fuses under the seat. I found there is a difference between the early ECUs and later ECUs too. I saw some mention of faster adjustments on the newer units. Is that a difference that could be worked out with the TuneECU software, or is it hard coded? Has anyone done a 990 EFI swap onto a 950 engine?

many times in this thread, typical values - typical symptoms/problems - so once again:

1. sync TB:s to same values (or as near as possible) with each other while engine running

Add on: when somebody wants to sync their throtte bodies with tuneecu (map sensor reading). you always must swap the map sensors. because there is a possibillity of a offset between those sensors. And those need to be rulled out for a accurate setting

Add on: when somebody wants to sync their throtte bodies with tuneecu (map sensor reading). you always must swap the map sensors. because there is a possibillity of a offset between those sensors. And those need to be rulled out for a accurate setting

Add on: when somebody wants to sync their throtte bodies with tuneecu (map sensor reading). you always must swap the map sensors. because there is a possibillity of a offset between those sensors. And those need to be rulled out for a accurate setting

Is it really necessary to swap them?It would seem you could look at them with the Tuneecu software,engine OFF,switch on and compare the values.Should be no difference in atmospheric pressure with the engine off..?

Cable resistance can lower the map sensor output voltage of course and not all the sensors are 100% the same.
but you have to do it only once to see the difference, note this somewhere and then you know the offset for another time.

Excuse me for farting, but is anyone interested in helping me jump into the orange sea of knowledge by selling me a spare tuneecu cable? I have a 2008 ADV (all stock) and i'm very anxious about my very crappy flat spot between 4500 and 5000 rpm.

My dealer charged me $85 to tell me i have to replace my fuel injectors - @$650. I paid him his blood money and decided to tackle the problem myself - with help from the community here. i've already taken the first 2 steps in the progression checklist. I changed the fuel filters and i tried the 15 minute re-set. Results were underwhelming. Next step is loading up the ideal map (w/the o2 disabled). I'm only up to page 56 on this thread, so i still have a ways to go. but i figure I should try to get the cable early to help fight the inevitable onset of laziness. Every bit of motivation helps bc I'm working with almost no mechanical skill whatsoever.

I may be undermining myself by admitting this , but i want to get the bike in shape so i can sell her. She deserves better. plus i'm lusting over her slutty cousin the 500exc. I can't fight it no more, and i can't have both.

The only reliable looking cable vendor that i found on the internet is out of stock. Please PM me if you're willing to sell me a cable. Thanks.